Hydrogen on demand electrolysis fuel cell system

ABSTRACT

A hydrogen and oxygen (HHO) gas on-demand electrolysis fuel cell system for use with internal combustion engines is disclosed. This hydrogen on-demand (HOD) system integrates with the engine control module (ECM) or other control system that regulates the operation of an internal combustion engine in order to supply HHO to the engine and improve the engine&#39;s overall fuel efficiency. This system includes an electrolyte fluid reservoir outfitted with level, pressure and temperature sensors; a pump and heat exchanger; a uniquely-configured electrolyzer; and a filter. The combined engine and HOD system is controlled and regulated by an electronic control system (ECS) and a combustion control module (CCM). The CCM is installed on the engine such that it actively intercepts the electronic signals from the engine manufacturer&#39;s ECM to continuously coordinate the functions and operations of the HOD system and the engine.

FIELD OF THE INVENTION

This specification generally describes an electrolysis fuel cell systemthat is designed to produce hydrogen and oxygen (HHO) gas on-demand andto supply these gasses into the combustion chambers of internalcombustion engines. More specifically, this specification describes anew configuration of a hydrogen on-demand (HOD) system that integrateswith the engine control module (ECM) or other control system thatregulates the operation of an internal combustion engine in order tosupply HHO to the engine and improve the engine's overall fuelefficiency. This system is further designed to produce a continuous flowof HHO produced via electrolysis from an aqueous fluid, which is thenmixed with the engine's air supply. This system facilitates thesefunctions by providing an integrated system comprising an insulatedelectrolyte fluid reservoir outfitted with level, pressure andtemperature sensors; a pump and heat exchanger; a uniquely-configuredelectrolyzer; and a filter. The combined engine and HOD system iscontrolled and regulated by an electronic control system (ECS) and acombustion control module (CCM). The CCM is installed on the engine suchthat it actively intercepts the electronic signals from the enginemanufacturer's ECM to continuously coordinate the functions andoperations of the HOD system and the engine.

BACKGROUND AND SUMMARY OF THE INVENTION

Hydrogen is the most abundant element in the universe. Atomic andmolecular hydrogen have significant potential as an energy source due tohydrogen's high combustibility, yet naturally-occurring atomic hydrogengas is rare because hydrogen readily forms covalent compounds withnon-metallic elements. Hydrogen is also present in most organiccompounds and in water. Power production engineers have for many yearssought mechanisms to harness the energy potential of hydrogen, but thusfar those efforts have barely scraped the surface of that potential. Onesignificant detriment that is prevalent in many or most prior artsystems is that the energy and resources required to produce asufficient quantity of hydrogen with those systems typically outstripsthe energy that is then recoverable from the hydrogen that is soproduced.

Most industrial production of hydrogen gas is the result of a by-productof hydrocarbon fuel refining. Hydrogen can also be produced by the moreenergy-intensive process of electrolyzing water, in which a cathode andan anode are submerged into an aqueous solution and an electricalcurrent is passed across them. As noted, this process isenergy-intensive and inefficient to the extent that more energy may berequired to produce hydrogen gas than may ultimately be recovered fromthat gas. This process breaks the bonds in water molecules, resulting inthe production of hydrogen and oxygen gases with a 2:1 molar ratio ofdiatomic H₂ and O₂ gases, which is the same proportion as water. Giventhe energy potential of hydrogen, it is well known in the art thatadding HHO into the air stream of an internal combustion engine willsubstantially increase the efficiency of that engine. It istheoretically possible to produce HHO separately, to store gaseoushydrogen and/or oxygen under compression in a storage tank, and then tosupply those gases to the air stream that is powering the internalcombustion engine in order to gain this efficiency. However, it isaltogether impractical to implement this manner of a storage system dueto the weight and bulk of the gas storage system that would be required.

The hydrolysis process that forms diatomic H₂ and O₂ gases is well knownand understood in the art. Specifically, when a cathode and anode aresubmerged in pure water, a reduction reaction occurs at thenegatively-charged anode, causing electrons (e⁻) from the cathode to begiven to hydrogen cations to form hydrogen gas. At thepositively-charged anode, an oxidation reaction occurs, which generatesoxygen gas and provides electrons to the cathode, thus completing thecircuit. When the reduction and oxidation reactions are combined andbalanced, the overall reaction is such that for every two molecules ofaqueous water, 2 molecules of diatomic gaseous hydrogen (H₂) and onemolecule of diatomic gaseous oxygen (O₂) are formed. The number ofdiatomic hydrogen molecules that are formed is thus twice the number ofdiatomic oxygen molecules. Under the proper conditions, the amount ofenergy that is required to produce diatomic H₂ and O₂ gases will atleast be matched by the efficiency improvements achievable via addingthose gases to the combustion processes in an internal combustionengine.

Accordingly, and as is demonstrated by the prior art, many attempts havebeen made to design and implement an electrolysis system that producesHHO gas in an on-demand manner from a stored aqueous solution and thento supply that gas to internal combustion engines. Most if not all ofthose attempts, however, have proved to be inadequate, inefficient, orunsafe. Some of the problems experienced with those systems include, forexample, production of inadequate amounts of HHO gas; corrosion andrapid decay of the electrolyzers; and potential safety problems due tobuildup of excess HHO without safety or shut-down controls, presentingan environment in which explosive combustion occurs away from theinternal combustion engine. Further, it is well-recognized that theenergy required to split water molecules into their gaseous componentsgenerally exceeds the energy that is recouped when the component gasesare burned. Thus the challenge that has yet to be met is how to produceadequate amounts of HHO gas with an on-demand system that is safe,stable and corrosion resistant such that the HHO gas improves overallefficiency.

A need therefore exists for a HOD production system that can beintegrated into a new or existing internal combustion engine or otherenergy production means to provide the greatest improvement in theefficiency of that engine. This system will account for, address, andsolve the many problems presented by prior art systems. It will furthertake advantage of and optimize HHO production via the electrochemicalreaction that produces hydrogen and oxygen gas, and will do so in acontinuous manner to maintain an adequate and consistent flow of HHO gasinto the air stream that supplies the engine while integrating thecontrol and operation of the electrolysis systems into the fundamentalcontrol and operation of the internal combustion engine itself Moreover,the system must integrate seamlessly with the engine manufacturers'computerized engine control modules (ECM's) that adjust air and fuelflow into engines.

There is also a need for a novel HOD electrolysis system for use withinternal combustion engines that are powered by fossil fuels. Thissystem may be incorporated directly into the operational designs for anew engine, or it may be retro-fitted into existing engines. It isdesirable that such a system also work with diesel, gasoline, naturalgas or other alternative-fuel combustion engines.

There is further need for a system that utilizes the existing electricalpower supply that produces electrical power for an internal combustionengine to power the electrolysis cells. The system also includes a novelcombustion control system that interfaces directly with the enginecontrol module that controls and regulates the operation of the internalcombustion engine.

Still further, there is a need for components that make up a novel HODsystem for use with internal combustion engines, as well as a method forimplementing and utilizing that system and its components. Other methodsdescribed in this specification include a method of utilizing a novelHOD system to improve a vehicle's fuel economy; a method for lowering avehicle's emissions by providing a cleaner-burning air and fuel mixtureinto the combustion chamber, which mixture is generated with a novel HODsystem; a method of increasing the power that is delivered to avehicle's drive train through an improved combustion system, whichimprovement is provided by a novel HOD system; and a method of filteringthe HHO production from an on-board vehicle electrolysis system thatminimizes or eliminates the potential flow of fluid into an engine's airsupply. These and other features of the present electrolysis fuel cellsystem will become apparent to persons skilled in the arts uponreviewing this specification.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic flow chart that illustrates the components of oneembodiment of an electrolysis fuel cell system and the fluid flowbetween and among those components.

FIG. 2 is another embodiment schematic flow chart that illustrates thecomponents of one embodiment of an electrolysis fuel cell system and theelectrical connections between and among those components.

FIG. 3A is an overall perspective view of one variant of a fluidreservoir and filter that may be utilized with one embodiment of anelectrolysis fuel cell system. FIG. 3B is a side view of the fluidreservoir and filter. FIG. 3C is a top-down view of the fluid reservoirand filter. FIG. 3D is a cut-away view of the fluid reservoir andfilter, showing the internal configuration of the reservoir and theinternal components of the filter.

FIG. 4 is another cutaway view of a filter assembly that may be usedwith one embodiment of an electrolysis fuel cell system.

FIG. 5A is an expanded view of a hydrolyzer assembly that may be usedwith one embodiment of an electrolysis fuel cell system, and FIG. 5B isa side perspective view of that hydrolyzer assembly when it is fullyassembled.

FIG. 6 is an overall perspective view of an embodiment of a completelyassembled hydrolysis-on-demand system configured according to thisspecification and ready for installation on the chassis of a vehiclethat is powered by a diesel internal combustion engine.

DETAILED DESCRIPTION OF THE INVENTION Schematic

A schematic flow chart showing the components of an embodiment of an HODsystem is depicted in FIG. 1. As shown therein, this system includes afluid tank or reservoir 1 that includes at least integrated sensors 2 a,2 b, and 2 c to detect, for example, fluid level and both the gaseouspressure and temperature of the fluid within the reservoir. Those ofskill in the art will recognize that additional or different sensors maybe included. A pump 5 controls the flow of fluid from the reservoir to aheat exchanger 3 and into an electrolyzer 7. The heat exchanger 3 isutilized to adjust the temperature of an electrolyte fluid that isstored in the reservoir 1 and pumped through the system into theelectrolyzer 7. The heat exchanger 3 preferably also includes anintegrated fan 4 that passes air over the heat exchanger to cool theelectrolyte fluid and to dissipate any excess heat generated within theheat exchanger. Light-emitting diodes (LED's) 6 or other visualindicators may be utilized locally to show the operating status of thesystem. HHO gases, as well as electrolyte fluid and other byproductspass from the electrolyzer 7 to the reservoir 1, and then into thefilter 8, which separates the desired HHO gases from other components.The HHO gases are then supplied into the air stream that is used topower the engine 9. A Combustion Control Module (CCM) 10 includescomputerized coding and controls to intercept electronic signals sent tothe engine's ECM, including for example, engine oil pressure and engineRPM's. The CCM coordinates these signals with the operations of the HODsystem to facilitate fully-integrated and continuous operations of thecombined engine and HOD system. The system may also include one or morevisual indicators, such as LED's 11 that are installed on the dashboardor at some other location where an operator of the engine can readilyobserve them. The LED's 11 inform the operator that the system is inoperation and whether and to what extent the system is functioning inaccordance with its specifications. The functions and operation of theentire system are monitored and controlled by an Electronic ControlSystem (ECS) 12, which interfaces with the CCM 10 in a “handshake” modeto confirm that the operations of the engine and the HOD system aresynchronized. The system itself is powered by a direct current powersource, such as battery 13 that also provides direct current power toother electrical systems that operate in conjunction with the engine.

In standard operation, the charge of battery 13 is sustained by analternator 14 that is installed with the engine 9. In typical operationwithout an HOD system, a tractor-trailer truck will draw between 40 and50 amps to power lights and other electrical equipment. Under idealoperating conditions, an embodiment of an HOD system described hereinwill draw 10 amps to generate one liter of HHO gas per minute. At apreferred generation rate of 6 liters of HHO gas per minute, under idealconditions the system will draw 60 amps. Under actual (i.e. non-ideal)conditions, with a truck engine idling at between 800 and 1,000 RPM, theembodiment of an HOD system described herein will produce, on average,six liters of HHO gas per minute and will consume between 75 and 100amps. A standard truck engine alternator will generate onlyapproximately 50-60 amps at idle. Therefore, in a preferred embodimentof the system in real-time operation, the operator replaces the standardtruck engine alternator with a greater capacity alternator.Commercially-available after-market alternators that produceapproximately 150 amps at idle are suitable for this purpose. Althoughthe higher-capacity alternator generates higher resistance and requiresmore engine power to generate a higher amperage, this increase is offsetby the overall increase in efficiency resulting from the controlledinfusion of HHO gas into the engine's combustion cycles.

Prior art hydrogen on demand (HOD) and hydrolysis systems generallyinclude some combination of some or all of the components shown inFIG. 1. The present HOD system represents an advance over prior artsystems in that its components are specifically engineered and designedto work in conjunction with each other and with an internal combustionengine in real-time during normal operations. In particular, theembodiment of the HOD system described herein operates in coordinatedcontrol with the electronic engine control module (ECM) that manages theair and fuel flow and the combustion cycles of the engine to which thehydrolyzer is attached. This coordinated control improves the overallefficiency of the combined HOD system and engine.

The hydrolysis process of an embodiment of an electrolysis fuel cellsystem starts with the electrolytic fluid that is used to supply HHOgas. In practice, pure water may be used as an electrolytic fluid in anyelectrolysis system. Electrolysis of pure water, however, requires anexcess amount of energy in order to overcome the tendency of water toself-ionize, i.e. to break into ionic components H⁺ and OH⁻. Thisself-ionization defeats the desired breakdown of water into itscomponent gases H₂ and O₂ in their diatomic states. To overcome thistendency and to increase the efficiency of the electrolysis process,electrolytes are added to water and an electrolytic solution ispreferred for HOD systems like the one described herein.

This HOD system will work with any standard electrolytes in an aqueoussolution, including one or more of Potassium, Cesium, Sodium andMagnesium, all of which will be in cation form i.e. K⁺, Cs⁺, Na⁺ or Mg⁺.One important parameter for selection of an electrolyte in electrolysissystems is for the electrolyte to have a lower electrode potential thanthat of hydrogen, H⁺. The problem created by addition of an electrolyte,however, is that the electrolytic solution then is more caustic, leadingto potential decay and corrosion of major components of an HOD system. Apreferred embodiment of the present HOD system utilizes potassiumhydroxide (KOH) electrolytic fluid, which is a strong base (i.e. highpH) and is caustic. The caustic nature of this electrolyte requires thatthe manufacturer select the proper materials for construction of any andall components of the HOD system that are in contact with theelectrolyte fluid. Those materials must also be compatible with eachother to avoid, for example corrosion or degradation caused byreduction/oxidation reactions where two different types of metals are incontact. Persons skilled in the art of handling and transporting causticbase materials will be able to select appropriate materials that arecompatible with high pH electrolyte fluid in order to meet thesecriteria.

The concentration of the electrolyte solution will be determined byparameters such as the desired efficiency of the HOD process, the one ormore chosen electrolytes, and the ambient conditions in which the systemwill be utilized. Where KOH is the selected electrolyte solution,concentrations of as low as 2% may be adequate for efficient operation.Yet many engines are used in extreme high- or low-temperatureconditions. In very low-temperature conditions, a 2% KOH solution wouldfreeze. Increasing the KOH concentration into a range of 20% to 30%helps to prevent the electrolyte solution from freezing in extremely lowtemperatures. For example, at a concentration of approximately 30%, aKOH solution remains in a liquid state at temperatures as low as −65° F.(−54° C.). At concentrations above 30%, KOH solutions begin to lose thisantifreeze characteristic. Accordingly, the manufacturer or operator ofthis system determines the optimum concentration of the electrolytesolution for the ambient temperatures in which the system will beutilized.

The Fluid Reservoir and Filter

The first component in the embodiment of the present HOD system is afluid reservoir 1 and filter 8. Electrolytic fluid is pumped into andstored in a fluid reservoir, shown as reservoir 1 in FIG. 1. Thereservoir 1 is selected to provide a stable support system for fluidlevels and includes temperature and pressure sensors 2 that areintegrated into the tank. Prior art HOD systems pay little or noattention to the electrolyte fluid reservoir, and instead describe onlygeneric electrolyte storage tanks that ultimately work at odds with thehydrolysis system. As shown in greater detail in FIGS. 3A and 3D, thereservoir 1 of the present system is designed with an overfillingprevention safeguard such as a fluid fill tube 100 that facilitatesfilling the reservoir without risk of overfilling. The fill tube 100includes a receiving end 101 that is closed off and sealed by reservoirplug 102. Plugs 102 that are appropriate for this purpose are known topractitioners skilled in the arts of this invention. The plug 102preferably includes a mechanism that precludes its loosening due tovibrations or other physical forces, and that prevents unwantedsubstances from entering and contaminating the fluid reservoir 1.

The fill tube 100 is canted downward into the reservoir 1 from itsreceiving end 101 and terminates at end 103, which is permanently fixednear the lower portion of the internal body of reservoir 1. Thisconfiguration helps to eliminate the prospect of overfilling ofreservoir 1, which, if overfilled, may lead to electrolyte fluid beinginfused into the internal combustion engine's air intake. In itspreferred embodiment, this reservoir 1 includes an integrated flush andfill system to facilitate emptying and filling of the reservoir withfluids that may require special handling considerations. It ispreferably configured to maintain a minimum air space between theelectrolytic fluid and the inside top of reservoir 1. Further in itspreferred embodiment, a fluid return tube that originates at theelectrolyzer 7 terminates in the reservoir 1 in a manner thatfacilitates reintroduction of HHO gas, along with electrolyte fluid,back into the aqueous solution. Because the overall system includes thefluid return tube to return electrolytic fluid from the filter 8 backinto the reservoir 1, the reservoir includes piping connecting thereservoir and the base of the filter. Lastly, the reservoir 1 may beconfigured to be rigidly and firmly attached to the cabinet of thesystem and then attached to a chassis or to some other support structurethat allows an HHO hose to port HHO gas to the internal combustionengine.

In an embodiment of the HOD system, the reservoir 1 also includes aninternal pressure sensor switch and a pressure safety relief valve, aswell a temperature and fluid level sensors 2. The signals from thisswitch, valve, and these sensors 2 may be monitored by ECS 12 (seeFIG. 1) such that in the event that internal gas pressure in reservoir 1exceeds a predetermined threshold value, for example, the hydrolysisreaction is stopped until pressure is reduced or the condition thatcaused the excess pressure is diagnosed and corrected. Persons skilledin the art will understand the utility of these and other sensors thatmay be included in reservoir 1 for safety or other operating purposes.In a preferred embodiment, the reservoir 1 is able to contain elevatedinternal pressures that exceed a designated operating pressure of theHOD system. In operation, the pressure sensors will communicate with theECS 12 to cause all or a portion of the HOD system to shut down wellbefore a maximum threshold pressure is realized. For example, theelectrical operation of the HOD system is shut down if the internalreservoir pressure exceeds a specified elevated upper limit, and itsmechanical operations are shut down if the pressure exceeds some otherupper limit. Persons skilled in the art will understand the maximumpressure limits that will be appropriate for systems such as the onedescribed in this specification.

As seen in FIGS. 3A, 3B and 3D, filter assembly 8 is rigidly attached tothe top surface of reservoir 1. In its preferred embodiment, filterassembly 8 is a multi-stage filter. FIGS. 3A, 3B and 3D show that thefilter assembly 8 may be oriented in a perpendicular fashion relative tothe top surface of reservoir 1. Perpendicular orientation is notnecessary, and the filter may be slanted away from a vertical orperpendicular axis. HHO gas, vapor, residual hydrolytic fluid andbyproducts from electrolyzer 7 are directed back into reservoir 1. Asthe products accumulate in reservoir 1, HHO gases enter the filterassembly 8. Some residual fluid may also seep into the filter assembly8. The filter assembly 8 separates the HHO gases from residual fluids,and channels the gases into a hose that then supplies these gases intothe air stream of the internal combustion engine 9. Residual fluid isreturned to the reservoir 1 via a gravity feed. Accordingly, relativelypurer HHO gases that are not contaminated with residual fluid areallowed to enter the air stream of the engine 9.

As shown in greater detail in FIG. 4, filter assembly 8 comprises afilter housing 105 and filter cartridge 120 that is centrally orientedin housing 105. In a preferred embodiment shown in FIG. 4, after the HHOgases are fed into filter assembly 8, purer HHO gases leave the filterand are fed into the engine 9, and residual fluid collects at the bottomof filter assembly 8 and is fed back into reservoir 1. More generally,the filter assembly 8 is comprised of top and bottom caps, a filter tubebody, and filter media that includes the filter cartridge. The bottomcap is configured to supply HHO gases that are produced in theelectrolyzer 7 into the space between the exterior of filter cartridge120 and the interior of the filter assembly wall. HHO gases pass throughfilter cartridge 120 into the center of the filter assembly, andresidual fluid drains back into the reservoir 1. The HHO gases are thenfed into the engine 9. The bottom and top caps of the filter assemblyhave protrusions or other means to securely hold the filter media inplace within the assembly 8.

The filter cartridge 120 is assembled prior to insertion within the bodyof filter assembly 8. An operator can easily replace this filtercartridge after it has served its useful life.

The Pump and Heat Exchanger

The second component of an embodiment of the electrolysis fuel cellsystem described in this specification is the pump 5 that controls thefluid flow throughout the system. In a preferred embodiment, the pumpincludes a brushless motor and inflow and outflow fittings, and, likereservoir 1, is produced from materials that can withstand a causticenvironment created by the electrolytic solution.

The third major component of one embodiment of an electrolysis fuel cellsystem described in this specification is the heat exchanger 3. Theelectrolysis process is most efficient when the electrolytic fluid ismaintained within a desired temperature range. The desired temperaturerange is −40° F. to 200° F., more preferably 0° F. to 120° F., even morepreferably at 40° F. to 100° F. For example, at extreme low-temperatureconditions, relatively higher concentrations of KOH electrolytic fluid(e.g, 20-30%) will not freeze, but the fluid is at too low a temperaturefor efficient electrolysis. In an embodiment of the HOD system designfor low-temperature use, the reservoir 1 is encased in a thermal heatingblanket or jacket to raise and maintain the fluid temperature within thedesired range. An automotive grade heat exchanger 3 is then used tomaintain the electrolyte fluid in the desired temperature range. Wherethe ambient temperature may be too high for efficient electrolysis, anautomotive-grade cooling fan 4 is utilized to maintain the desired fluidtemperature range.

The Electrolyzer

The fourth component of one embodiment of an electrolysis fuel cellsystem described in this specification is electrolyzer 7. Manytraditional HOD systems focus on certain configurations ofelectrolyzers. The design of electrolyzer 7 within the present HODsystem is different from all of these traditional systems.

In a preferred embodiment, electrolyzer 7 includes four electrolysiscompartments, each of which comprises six vertically-orientedelectrolysis chambers on each side of the center manifold. As shown inthe expanded view in FIG. 5A, each chamber in this preferred embodimentis formed by five vertically-oriented neutral anodes 150 and sixvertically-oriented gaskets 152. This chamber assembly is book-ended bycathodes in the form of charged plates 153, which are constructed of,for example, stainless steel. To minimize electrical destruction anddegradation, a non-corrosive material such as high percentage nickelplate can be used for the neutral anode plates 150. It is not theintention of the inventors to limit the invention to these specificmaterials. Metals or alloys having destruction-resistant properties areappropriate for the purposes described herein.

A side view of a pair of fully-assembled electrolysis compartments isshown in FIG. 5B. A manifold is utilized to evenly and equallydistribute the electrolytic fluid that travels from the pump 5 betweenthe four electrolysis compartments. The fluid enters the chambers fromsupply ports in the manifold, which are aligned at the bottom of thechambers. The ports are aligned with the vertical slots defined by thecharged plates 153 and anodes 150. Gaskets 152 maintain chambers in theelectrolyzer through which the electrolytic fluid is pumped. A preferredembodiment generates an electrolytic fluid flow of approximately onegallon per minute, divided evenly into the four electrolysiscompartments. The present system is at its most efficient when surfacesof the charged plates 153 and anodes 150 are submerged in fluid to themaximum amount possible. In a preferred embodiment, the pump 5 isconfigured to maintain a fluid level of 75% to 85% of the maximumpossible fluid level in the chambers at all times. The fluid flowthrough the chambers further helps to dislodge HHO gas bubbles from thecathode and anode plates, where they may adhere due to surface tensionand other effects. The plurality of plates in the electrolyzer 7 createsa large aggregate charged surface area, thus increasing HHO gasformation.

Corresponding ports at the top and bottom of the manifold are aligned todistribute electrolytic fluid and to collect HHO gases, vapor, fluid andbyproducts of the electrolysis reaction. The two corresponding manifoldports also prevent HHO back-pressure from affecting the electrolysisoperation, which may occur if the fluid level in the chambers is pushedback by that pressure. Further, the exit ports may be configured toinclude tubing with wider inner diameters to enable a higher volume ofgas to exit the electrolyzer compartments. The HHO gas, residual fluidand byproducts then leave the electrolysis section through collectiontube 170, which feeds back into the fluid reservoir 1.

Electrolysis of the electrolytic fluid and formation of HHO gases isaccomplished at the cathode and anode plates. In one embodiment, acharge of between twelve and fourteen volts, with current in the rangeof seventy-five to one hundred amps, is applied across the spacesdefined by the gasket construction between the cathodes and anodes. Thebattery 13 that supplies direct current power to other electricalsystems is utilized as the source of the voltage and current that isapplied across the cathodes and anodes. In a preferred embodiment, theelectronics of this HOD system regularly reverse the polarity inelectrolyzer 7, thus keeping the cathode and anode plates clean and freefrom unwanted buildup, reducing or eliminating buildup or corrosion onthe plates and thus contamination in the electrolytic fluid. It is notthe intention of the inventors to limit the system to an operatingenvironment within the above-described voltages and amperages, and thissystem may be alternately configured to function in other ranges.

The Control Systems

The Electronic Control System (ECS) 12 and the Combustion Control Module(CCM) 10 (which interfaces with the engine manufacturer's ElectronicControl Module(ECM)) are the fifth component of one embodiment of anelectrolysis fuel cell system described in this specification. When theinternal combustion engine 9 is turned on, CCM 10 will be encoded tosense an increase in parameters such as engine oil pressure and tomeasure engine RPM's. CCM 10 then signals ECS 12 utilizing controllerarea network (CAN) based communication to verify that the engine isrunning and that combustion of the primary fuel is occurring.Traditional systems generally use sensing mechanisms to determine if anengine is running including, for example sensors that detect oilpressure in the engine once it is turned on. Those systems then commenceproduction of HHO gases. This traditional methodology, however, isimperfect. Modern engines are controlled by the engine manufacturer'sECM, which regulates air and fuel injection into the engine as afunction of various operating conditions. Traditional HOD systems thatdo not interact with a manufacturer's ECM will be less effective andefficient because the ECM will generally not recognize the alternativeoperating conditions that are caused when an HOD system comes on-line.The CCM 10 that is an integral part of the present HOD system receivesappropriate signals from the manufacturer's ECM to confirm engineoperation, then sends corrected signals back to the engine as the HODsystem comes online. Further, the ECS 12, which regulates the operationof the HOD system itself, and CCM 10 both have built-in programmingsafeguards such that if the electrolyzer 7 ceases operations, regardlessof the reason for such cessation, an alert will be generated and the CCM10 will instruct the engine to return to non-HHO assisted performance.Also, if the engine 9 ceases operation for any reason, the electrolyzer7 will stop HHO production. In these manners, this novel and significantCAN-based communication between the ECS 12, CCM 10, and helps toeliminate safety risks.

In operation, when ECS 12 receives the signal the engine 9 is running,the embodiment of an electrolysis fuel cell system described in thisspecification commences its startup protocol in which the fluid level inreservoir 1, the temperatures of the fluid in the reservoir andthroughout the system, system air pressure, and the function of pump 5and fan 4 are confirmed. The electrical signals and flow of informationwithin the system are depicted in FIG. 2. Following completion of thestartup protocol, ECS 12 sends a “ready' signal to CCM 10. After sendingthe “ready” signal, ECS 12 will initiate electrical power flow toelectrolyzer 7, thus beginning the production of HHO gases. The gasesthus produced are supplied into the air intake manifold via agas-delivery hose and a custom venturi device, which delivers the gasesinto the middle of the air stream. Delivery of the HHO gases in thismanner minimizes or prevents the buildup of backpressure within thesystem.

The ECS 12 then confirms that power has been provided to electrolyzer 7and that HHO gases are being produced. Once operation of these systemsis verified, the CCM 10 commences interactions with any on-boardcomputer that controls engine functions to ensure that HHO gasesintroduced by this system into the air intake are recognized as acombustible fuel and not as additional air. Internal combustion enginesmanufactured after 2003 generally include numerous oxygen and othertypes of sensors. The signals sent by these sensors in the presence ofthe extra HHO gas produced by the present system, without CCMinteraction, could actually cause a decrease in overall engineefficiency. In a preferred embodiment, communication between the engine9, ECS 12 and CCM 10 is optimized to improve overall performance of theengine and system combination.

The control protocols encoded into ECS 12 and CCM 10 further include awattage regulation and control component that regulates wattage acrossthe electrolyzer plates while channeling different voltages to othercomponents within the system. The voltage across the overall system isprovided by the vehicle's onboard battery, which generates a 12-voltpotential. ECS 12 and CCM 10 regulate that voltage such that the highervoltage potential is generated across the cathode and anode plates and alower voltage potential drives some the other components, which may notrequire a higher voltage potential.

In practice, the system and its multiple components are constructed towithstand and survive extreme ambient conditions, to absorb regularshock and vibrations which are translated into the system, and toprovide continuous operations for hundreds of hours, or othercommercially-reasonable stretches of time. An external wire harness isrequired to integrate CCM 10 and ECS 12. As is seen in FIG. 2,electrical communications are also established between ECS 12 and thelevel, pressure and temperature sensors 2 in reservoir 1. ECS 12 managesthe power being supplied to electrolyzer 7, reads all sensors, managesfault conditions and controls all fluid flow and temperature controlthroughout the system. The temperature sensors 2 are, for example,standard thermistors that are placed at various points, including in andaround reservoir 1 and on electrolyzer 7. ECS 12 preferably includessafety protocols to shut down all or a part of the system if, forexample, the temperature sensors indicate that the system is operatingoutside of the desired temperature range. Temperature sensors may alsobe included to read ambient temperatures.

An embodiment of the assembled system is shown in FIG. 6. The systemshown in FIG. 6 is designed to be mounted on the frame rail of asemi-tractor. The system may also be configured to be used with othertypes of internal combustion engines and/or to be mounted on other typesof vehicle frames. Fluid reservoir 1 forms the base at the bottom of theentire system. The capacity of reservoir 1 is selected such that thereservoir capacity is sufficient to hold a quantity of electrolyticfluid that will provide HHO gas to a diesel tractor-trailer engine forseveral thousand miles. Capacities will vary according to the uses towhich a vehicle is subjected. The major system components of the systemare shown here: reservoir 1 and filter 8; pump 5 and heat exchanger 3;electrolyzer 7; and ECS 12. This entire system is built into anintegrated cabinet that may be mounted onto a truck frame via mountingbrackets 50. Steps 60 may also be integrated into the system to allow anoperator or mechanic to climb onto the frame for maintenance or otherpurposes.

The foregoing specification thus describes only the preferredembodiments of the present HOD system and the method of producing HHOgas for use by an internal combustion engine. A power productionengineer or other persons skilled in the art and familiar with thechallenges and opportunities presented by this type of system willappreciate that the breadth and scope of the present invention is notlimited to the preferred embodiment described herein, but extends alsoto both broader and more tailored embodiments. It is the intention ofthe inventors to include this more expansive scope within the ambit oftheir invention.

What is claimed is:
 1. An on-demand system to produce diatomic molecularhydrogen and oxygen (HHO) gases for use as an additive in internalcombustion engines, said system comprising a fluid reservoir, a fluidpump, a heat exchanger, a fluid electrolyzer, a filter assembly, and acombined electronic control system (ECS) and combustion control module(CCM), said reservoir including overfilling prevention safeguards, fluidflush and fill systems, a plurality of sensors to determine fluid filllevel, fluid temperature and internal pressure, a fluid return tube, andmeans for rigidly attaching said reservoir and a system cabinet to avehicle frame that also supports an internal combustion engine; saidfluid pump being configured to deliver fluid throughout the on-demandsystem; said heat exchanger configured to adjust the temperature of afluid that will be pumped into said fluid electrolyzer; saidelectrolyzer comprising a plurality of compartments, each saidcompartment being further divided into a plurality of electrolysischambers that are situated in a substantially vertical orientation, withtop and bottom manifolds configured to optimize even fluid flow over aplurality of cathode and anode plates in the electrolysis chambers; saidfilter assembly being configured in an upright orientation such that HHOgases are separated from electrolytic fluid vapor and byproducts, withthe vapor and byproducts being drained back into said reservoir via agravity feed and the HHO gases being supplied into the air stream thatis integral to the operation of an internal combustion engine; and saidcombined ECS and CCM being designed to communicate with each other andwith a computerized engine control module (ECM) that has been designedand integrated into the internal combustion engine by its manufacturervia control area network technology in order to monitor the overallsystem and to control said overall system's operations.
 2. The on-demandsystem described in claim 1, where said fluid reservoir includes anintegrated flush and fill system that includes means to prevent HHO gasleakage from said reservoir.
 3. The on-demand system described in claim1, including a fluid return tube that originates at said electrolyzerand that terminates in said reservoir, said fluid return tube having aconfiguration that allows reintroduction of HHO gas along withelectrolyte fluid back into said reservoir.
 4. The on-demand systemdescribed in claim 1, wherein said reservoir is rigidly attached to acabinet that contains the system itself, and said reservoir and cabinetare rigidly attached to a vehicle frame.
 5. The on-demand systemdescribed in claim 1, wherein said heat exchanger is configured to allowsaid system to operate in a broad range of ambient temperatures.
 6. Theon-demand system described in claim 1, wherein the components of saidsystem are manufactured from materials that are resistant to corrosionand electrical degeneration.
 7. The on-demand system described in claim1, wherein said electrolyzer includes four separate compartments.
 8. Theon-demand system described in claim 1, wherein each of the plurality ofcompartments in said electrolyzer includes six chambers.
 9. Theon-demand system described in claim 1, configured to pump at least onegallon of electrolyte fluid per minute into said electrolyzer, with saidfluid being evenly distributed among said plurality of electrolyzercompartments.
 10. The on-demand system described in claim 1, wherein theHHO gases and any by-products produced by the said electrolyzer aresupplied into the bottom of said filter, and said filter separates saidgases from said byproducts such that the gases are supplied into the airintake stream of an engine and said by-products are drained back intosaid reservoir.
 11. The on-demand system described in claim 1, whereinsaid ECS and CCM communicate with a computerized ECM that is supplied bythe manufacturer of an internal combustion engine in a handshake manner.12. The on-demand system described in claim 1, wherein said ECS and CCMinclude safety mechanisms that cease operation of said system when anengine is not in a combustion state.
 13. A method of generating HHOgases that may be supplied into the air supply stream of an internalcombustion engine, said method comprising storing a quantity ofelectrolyte fluid in a reservoir; pumping said electrolyte fluid into aheat exchanger to adjust the temperature of said fluid; electrolyzingsaid fluid in a multi-sectioned, multi-chambered electrolyzer;separating byproducts and excess electrolyte fluid from said HHO gasesvia a filtration process and returning said byproducts and excess fluidto said reservoir; and collecting filtered HHO gases that are producedin said electrolyzer and supplying said gases into the air supply streamof an internal combustion engine; and
 14. The method described in claim13, further including controlling said electrolysis process via ECS andCCM systems.
 15. The method described in claim 13, wherein said methodimproves the fuel efficiency of a vehicle.
 16. The method described inclaim 13, wherein said method increases the power output of an internalcombustion engine.
 17. The method described in claim 13, wherein saidmethod maintains environmental emission standards for vehicle emissions.